EP1101675B1 - Process and device for adjusting the braking effect in a vehicle - Google Patents

Process and device for adjusting the braking effect in a vehicle Download PDF

Info

Publication number
EP1101675B1
EP1101675B1 EP00117765A EP00117765A EP1101675B1 EP 1101675 B1 EP1101675 B1 EP 1101675B1 EP 00117765 A EP00117765 A EP 00117765A EP 00117765 A EP00117765 A EP 00117765A EP 1101675 B1 EP1101675 B1 EP 1101675B1
Authority
EP
European Patent Office
Prior art keywords
wheel
wheels
brake
rear axle
function
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP00117765A
Other languages
German (de)
French (fr)
Other versions
EP1101675A2 (en
EP1101675A3 (en
Inventor
Rüdiger POGGENBURG
Stefan Diehle
Eberhard Sonntag
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1101675A2 publication Critical patent/EP1101675A2/en
Publication of EP1101675A3 publication Critical patent/EP1101675A3/en
Application granted granted Critical
Publication of EP1101675B1 publication Critical patent/EP1101675B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1764—Regulation during travel on surface with different coefficients of friction, e.g. between left and right sides, mu-split or between front and rear

Definitions

  • the invention relates to a method and a device for adjusting the braking effect in a motor vehicle having the features of the preambles of the independent claims.
  • a vehicle is braked with such a braking system on a roadway, which is such that on one side of the vehicle a high coefficient of friction and on the other vehicle side, a low coefficient of friction is present, so the different levels of braking forces can cause yawing moments.
  • a large number of possibilities are known from the prior art for reducing or delaying the yaw moment configuration.
  • a ⁇ -split condition The above-mentioned condition that prevail significantly different Reibbeiwertmann on the two sides of the vehicle called generally as a ⁇ -split condition.
  • a ⁇ -split condition When braking under such a ⁇ -split condition act on the front wheels of the vehicle depending on Reibwertunter Kunststoffen between the left and right vehicle side different braking forces that cause a torque around the vehicle's vertical axis, the yaw moment.
  • the problem is the height and the rapid increase in yaw moment.
  • the yaw moment buildup delay delays the increase in brake pressure on the high friction side of the vehicle, thereby allowing the driver to counteract the now slower increase in yaw torque by appropriate steering angle correction.
  • the so-called select-low control on the rear axle of the vehicle is known, in this case, both rear wheels after the unstable rear wheel, so the wheel on the low friction side, regulated.
  • the rear wheel on the Hochreibwertseite far braked and can be used as a so-called P formulateler wheel (freewheeling wheel) for determining the vehicle longitudinal speed, the so-called vehicle reference speed.
  • This quasi freewheeling wheel thus supports the speed reference.
  • the select-low control on the rear axle means one a relatively long braking distance. Therefore, an individual control on the front and rear axle is performed in such vehicles. This means that the braking effect on each individual wheel of the vehicle is set independently of the dynamic conditions on the other wheels. In particular, it is provided that at least the wheels are set on the Hochreibwertseite to a specific brake slip. To determine the brake slip, however, a reliable reference value is required as a stable reference variable for the vehicle reference speed.
  • the object of the present invention is to obtain by the adjustment of the braking effect on the wheels a stable reference variable for yaw moment build-up delay, without having to take unnecessarily long braking distances in purchasing.
  • the invention relates to a method and a device for adjusting the braking effect on the wheels of a motor vehicle, wherein the motor vehicle has at least one rear axle and a front axle.
  • the braking devices of the wheels are controlled accordingly.
  • Speed quantities representing the rotational movements of the wheels are detected.
  • control signals for controlling the wheel brakes are determined at least in the sense of increasing or decreasing the braking effect.
  • the situation is detected at least as a function of the detected rotational speed variables as so-called ⁇ -split situation, in which there are different coefficients of friction on the right and left wheels of the vehicle in a certain way.
  • the wheels that are on the lower friction road are called low wheels, while the wheels that are on the higher friction road side are called high wheels.
  • the essence of the invention is that in the case of a ⁇ -split situation, the control of the braking devices of the low-wheel on the rear axle is done such that the lowering of the braking effect on the low-wheel on the rear axle depending on the lowering of the braking effect is made on the same side wheel on the front axle.
  • the control of the braking devices of the low-wheel on the rear axle is done such that the lowering of the braking effect on the low-wheel on the rear axle depending on the lowering of the braking effect is made on the same side wheel on the front axle.
  • the degradations of the braking effect generally the brake pressure reduction, at the low-front wheel on the same-side low-rear wheel is copied.
  • the low-rear wheel on the low-friction side which generally does not contribute significantly to the braking power or vehicle deceleration, is braked and can thus serve as a reference variable or as a speed reference.
  • the second variant of the invention no appreciable braking effect is set at the low rear wheel.
  • This also allows the low-rear wheel on the Niedrigreibwertseite serve to support the vehicle reference speed.
  • the second variant of the invention has the disadvantage over the first variant of the invention that, when the coefficient of friction on the low side changes, the low wheel on the rear axle according to the first variant of the invention contributes to the vehicle deceleration, while the low wheel on the low side Rear axle according to the second variant of the invention remains brems Fischslos remains.
  • the control of the braking devices on the high wheels of the front and rear axles is done such that a predetermined brake slip is set.
  • individual control is provided in particular that the brake slip is formed depending on the speed variables and the brake slip is compared with a threshold. The control of the braking device of the high-wheels is then made depending on the comparison.
  • the brake slip at least the brake slip at the high wheels of the front and rear axle is determined depending on the speed variable representing the rotational movements of the low wheel on the rear axle.
  • the rotational speed variable which represents the rotational movements of the low-wheel on the rear axle, is used in the determination of the brake slip as the vehicle speed or vehicle reference speed.
  • an individual control is selected for passenger cars on the front axle and a select-low control on the rear axle.
  • trucks usually have a select-low control on the front axle and an individual control on the rear axle.
  • the individual control of the rear and front axles leads to shorter braking distances, especially for light commercial vehicles and during braking under a ⁇ -split situation. Since these vehicles are classified by the weight distribution between a passenger and a truck.
  • an instability value representing the dynamics of this wheel is formed at least as a function of the rotational speed variables. This instability value is compared with a threshold value, whereupon the control of the braking device of this wheel is made dependent on the comparison.
  • the adjustment of the braking effect can be done by adjusting a hydraulic brake pressure.
  • the increase and the reduction of the braking effect is achieved in this case that is increased or decreased by appropriate control of brake pressure valves, the brake pressure in the braking devices of the wheels.
  • a constant holding the brake pressure can be provided.
  • the controls represent the duration of a brake pressure build-up and a brake pressure reduction.
  • the control of the braking means of the low-wheel on the rear axle such that the time duration of the brake pressure reduction is made on this wheel depending on the duration of the brake pressure reduction on the same side front wheel.
  • FIG. 1 schematically shows the braking system of the vehicle.
  • the FIG. 2 illustrates the process of the embodiment of the invention, while the FIG. 3 reveals the time course of individual wheel speeds or the vehicle speed.
  • FIG. 1 shows by the reference numeral 11a to d four wheels of a two-axle vehicle, each wheel having a designated by the reference numeral 12a to d wheel speed sensor.
  • the wheel speeds Nij are supplied through lines 14a to d of the evaluation unit 16.
  • Each wheel 11a-d is assigned wheel brakes 13a-d whose braking force or braking effect is controlled by the evaluation unit 16 through the lines 15a-d.
  • the drive signals Aij are not shown in the FIG. 1 .
  • the driver-actuated brake pedal by which the driver specifies a deceleration request of a certain extent.
  • the FIG. 1 schematically shows a braking system that at individual wheel brakes, the braking effect can vary independently of the driver.
  • step 22 After the starting step 21, the wheel speeds Nij and the drive signals Aij are read in step 22.
  • step 23 it is queried whether the ⁇ -split driving situation described above exists.
  • a ⁇ -split driving situation can be recognized, for example, by the fact that only one of the vehicle wheels is in an instability control. For this purpose, however, it must be distinguished whether the vehicle is cornering or moves substantially straight ahead. This curve recognition can be done for example by the filtered difference of the speeds on the right and left side of the vehicle.
  • a ⁇ -split situation during cornering can be recognized, for example, by the fact that the wheel on the outside of the curve, which is generally subject to a higher load than the inside wheel, first enters an instability control. If, however, the inside wheel first enters an instability control, then, for driving dynamic reasons, no intervention by a special ⁇ -split brake control is generally required. In this case, proceed directly to the final step 25.
  • the aforementioned slip control ( ⁇ control) is selected.
  • the brake slip ⁇ is set at the high wheels, for example, to 1 to 5%.
  • the wheel is then not regulated above the maximum of the ⁇ -slip curve.
  • Vref is the vehicle reference speed representing the vehicle longitudinal speed.
  • an instability control is made, which means that due to the wheel deceleration and the brake slip, a blocking tendency on the low ⁇ side is prevented.
  • the wheel is controlled by the maximum of the ⁇ -slip curve.
  • the essence of the invention is that at the low wheel of the rear axle initially also an instability control is made, which is modified so that the brake pressure drops of the low-wheel on the front axle and the low wheel of the rear axle are performed.
  • Vref As the vehicle reference speed Vref, which is essential for the slip determination, during the control shown in step 24, substantially the wheel speed of the low wheel on the rear axle is used.
  • the FIG. 3 shows first the time course 31 of the vehicle longitudinal speed or the vehicle reference speed.
  • the reference numeral 32 the wheel rotational speeds of the high wheels are located on the front and rear axles. Due to the substantially constant distance to the vehicle reference speed 31 it can be seen that the high wheels of the front and rear axles are operated in a slip control.
  • the braking effect is set at these wheels so that a brake slip of about 1% to 5% is present.
  • the slip threshold must not be constant over the duration of the braking.
  • the reference numeral 33 shows the wheel rotational speed of the low wheel on the front axle. It can be seen that this low-wheel on the front axle is brought up to the instability limit and by reducing the braking effect, the wheel speed of the low-wheel on the front axle is again brought up to the vehicle reference speed.
  • the invention consists in the fact that the Brems decisivsabbauten also acts on the low-wheel of the rear axle on the low-wheel of the front axle also brems decisivsab constitud.
  • the low-wheel is braked on the rear axle so that the rotational speed of the low-wheel can be used at the rear axle as the vehicle reference speed, which advantageously affects the slip control on the high-wheels of the front and rear axles.

Description

Stand der TechnikState of the art

Die Erfindung geht aus von einem Verfahren bzw. einer Vorrichtung zur Einstellung der Bremswirkung bei einem Kraftfahrzeug mit den Merkmalen der Oberbegriffe der unabhängigen Ansprüche.The invention relates to a method and a device for adjusting the braking effect in a motor vehicle having the features of the preambles of the independent claims.

Aus dem Stand der Technik sind vielerlei Möglichkeiten bekannt, die Blockierneigung eines gebremsten Rades entgegenzuwirken, indem man beispielsweise im Sinne einer Individualregelung die Bremskraft an jedem Rad derart einstellt, daß ein bestimmter Bremsschlupf eingehalten wird. Hierdurch gelangt man zu einer Bremsmomentenbegrenzung. Weiterhin ist es bekannt, der Blockierneigung eines gebremsten Rades dadurch entgegenzuwirken, daß im Rahmen einer Instabilitätsregelung ein Instabilitätswert wenigstens abhängig von dem Bremsschlupf und der Radverzögerung gebildet wird und dieser Instabilitätswert mit einem vorgebbaren Schwellenwert verglichen wird.Many ways are known from the prior art, counteract the tendency to blockage of a braked wheel, for example, in the sense of an individual control, the braking force on each wheel such that a certain brake slip is maintained. This leads to a braking torque limitation. Furthermore, it is known to counteract the blocking tendency of a braked wheel by forming an instability value as a function of the brake slip and the wheel deceleration within the scope of an instability control, and comparing this instability value with a predefinable threshold value.

Wird nun ein Fahrzeug mit einem solchen Bremssystem auf einer Fahrbahn gebremst, die derart beschaffen ist, daß auf der einen Fahrzeugseite ein hoher Reibbeiwert und auf der anderen Fahrzeugseite ein niedriger Reibbeiwert vorhanden ist, so können die unterschiedlich großen Bremskräfte Giermomente hervorrufen. Zur Vermeidung bzw. Abschwächung dieses Effekts ist aus dem Stand der Technik eine Vielzahl von Möglichkeiten bekannt, den Giermomentenaufbau zu verringern bzw. zeitlich zu verzögern.Now, a vehicle is braked with such a braking system on a roadway, which is such that on one side of the vehicle a high coefficient of friction and on the other vehicle side, a low coefficient of friction is present, so the different levels of braking forces can cause yawing moments. To avoid or mitigate this effect, a large number of possibilities are known from the prior art for reducing or delaying the yaw moment configuration.

Die obengenannte Bedingung, daß auf den beiden Fahrzeugseiten deutlich unterschiedliche Reibbeiwertverhältnisse herrschen bezeichnet man im allgemeinen als µ-Split-Bedingung. Beim Bremsen unter einer solchen µ-Split-Bedingung wirken an den Vorderrädern des Fahrzeugs je nach Reibwertunterschieden zwischen der linken und der rechten Fahrzeugseite unterschiedliche Bremskräfte, die ein Drehmoment um die Fahrzeughochachse, das Giermoment, verursachen. Das Problem ist die Höhe und der schnelle Anstieg des Giermoments. Durch die Giermomentenaufbauverzögerung wird der Anstieg des Bremsdrucks auf der Hochreibwertseite des Fahrzeugs verzögert, wodurch dem Fahrer die Möglichkeit gegeben wird, den nun langsameren Anstieg des Giermoments durch eine entsprechende Lenkwinkelkorrektur entgegenzuwirken. Aus dem Stand der Technik ist beispielsweise die sogenannten select-Low-Regelung an der Hinterachse des Fahrzeugs bekannt, hierbei werden beide Hinterräder nach dem instabilen Hinterrad, also dem Rad auf der Niedrigreibwertseite, geregelt. Dadurch ist das Hinterrad auf der Hochreibwertseite weit unterbremst und kann als sogenanntes Peißler-Rad (freilaufendes Rad) zur Ermittlung der Fahrzeuglängsgeschwindigkeit, der sogenannten Fahrzeugreferenzgeschwindigkeit, herangezogen werden. Über dieses quasi freilaufende Rad wird somit die Geschwindigkeitsreferenz gestützt.The above-mentioned condition that prevail significantly different Reibbeiwertverhältnisse on the two sides of the vehicle called generally as a μ-split condition. When braking under such a μ-split condition act on the front wheels of the vehicle depending on Reibwertunterschieden between the left and right vehicle side different braking forces that cause a torque around the vehicle's vertical axis, the yaw moment. The problem is the height and the rapid increase in yaw moment. The yaw moment buildup delay delays the increase in brake pressure on the high friction side of the vehicle, thereby allowing the driver to counteract the now slower increase in yaw torque by appropriate steering angle correction. From the prior art, for example, the so-called select-low control on the rear axle of the vehicle is known, in this case, both rear wheels after the unstable rear wheel, so the wheel on the low friction side, regulated. As a result, the rear wheel on the Hochreibwertseite far braked and can be used as a so-called Peißler wheel (freewheeling wheel) for determining the vehicle longitudinal speed, the so-called vehicle reference speed. This quasi freewheeling wheel thus supports the speed reference.

Insbesondere bei Fahrzeugen mit einem großen Beladungsunterschied auf der Hinterachse, beispielsweise Nutzkraftfahrzeugen, bedeutet die select-Low-Regelung an der Hinterachse einen einen relativ langen Bremsweg. Deshalb wird bei solchen Fahrzeugen eine Individualregelung an der Vorder- und Hinterachse durchgeführt. Dies bedeutet, daß die Bremswirkung an jedem einzelnen Rad des Fahrzeugs unabhängig von den dynamischen Zuständen an den anderen Rädern eingestellt wird. Insbesondere ist dabei vorgesehen, daß zumindest die Räder auf der Hochreibwertseite auf einen bestimmten Bremsschlupf eingestellt werden. Zur Ermittlung des Bremsschlupfes benötigt man jedoch als stabile Führungsgröße einen verläßlichen Wert für die Fahrzeugreferenzgeschwindigkeit.Especially for vehicles with a large load difference on the rear axle, such as commercial vehicles, the select-low control on the rear axle means one a relatively long braking distance. Therefore, an individual control on the front and rear axle is performed in such vehicles. This means that the braking effect on each individual wheel of the vehicle is set independently of the dynamic conditions on the other wheels. In particular, it is provided that at least the wheels are set on the Hochreibwertseite to a specific brake slip. To determine the brake slip, however, a reliable reference value is required as a stable reference variable for the vehicle reference speed.

Aus der US 4,637,664 A ist ein Antiblockiersystem bekannt, bei dem unterschiedliche Regelungsstrategien für einheitliche Reibungskoeffizienten an den Rädern sowie für den sogenannten µ-Split Fall vorgesehen sind. So findet bei einheitlichen Reibungskoeffizienten eine normale Antiblockierregelung statt. Bei der Erkennung einer µ-Split Situation werden die Bremsen an beiden Hinterrädern in Abhängigkeit von der Bremskraft des Vorderrades gesteuert, welches den niedrigsten Reibungskoeffizienten aufweist.From the US 4,637,664 A An anti-lock braking system is known in which different control strategies are provided for uniform coefficients of friction at the wheels as well as for the so-called μ-split case. Thus, with uniform coefficients of friction a normal anti-skid control takes place. When detecting a μ-split situation, the brakes on both rear wheels are controlled in dependence on the braking force of the front wheel, which has the lowest coefficient of friction.

Die Aufgabe der vorliegenden Erfindung besteht darin, durch die Einstellung der Bremswirkung an den Rädern eine stabile Führungsgröße zur Giermomentenaufbauverzögerung zu erlangen, ohne unnötig lange Bremswege in Kauf nehmen zu müssen.The object of the present invention is to obtain by the adjustment of the braking effect on the wheels a stable reference variable for yaw moment build-up delay, without having to take unnecessarily long braking distances in purchasing.

Diese Aufgabe wird durch die kennzeichnenden Merkmale der unabhängigen Ansprüche gelöst.This object is achieved by the characterizing features of the independent claims.

Vorteile der ErfindungAdvantages of the invention

Die Erfindung geht aus von einem Verfahren bzw. einer Vorrichtung zur Einstellung der Bremswirkung an den Rädern eines Kraftfahrzeugs, wobei das Kraftfahrzeug wenigstens eine Hinterachse und eine Vorderachse aufweist. Zur Einstellung der Bremswirkung werden die Bremseinrichtungen der Räder entsprechend angesteuert. Es werden Drehzahlgrößen, die die Drehbewegungen der Räder repräsentieren, erfaßt. Abhängig von diesen erfaßten Drehzahlgrößen werden Ansteuersignale zur Ansteuerung der Radbremsen wenigstens im Sinne einer Erhöhung oder einer Erniedrigung der Bremswirkung ermittelt. Weiterhin wird wenigstens abhängig von der erfaßten Drehzahlgrößen als sogenannte µ-Split-Situation die Situation erfaßt, in der an den rechten und linken Rädern des Fahrzeugs in bestimmter Weise unterschiedliche Reibwerte vorliegen. Wie erwähnt, werden die Räder, die sich auf der Fahrbahn mit dem niedrigerem Reibwert befinden, als Low-Räder bezeichnet, während die Räder, die sich auf der Fahrbahnseite mit dem höheren Reibwert befinden, als High-Räder benannt werden.The invention relates to a method and a device for adjusting the braking effect on the wheels of a motor vehicle, wherein the motor vehicle has at least one rear axle and a front axle. To adjust the braking effect, the braking devices of the wheels are controlled accordingly. Speed quantities representing the rotational movements of the wheels are detected. Depending on these detected speed variables, control signals for controlling the wheel brakes are determined at least in the sense of increasing or decreasing the braking effect. Furthermore, the situation is detected at least as a function of the detected rotational speed variables as so-called μ-split situation, in which there are different coefficients of friction on the right and left wheels of the vehicle in a certain way. As mentioned, the wheels that are on the lower friction road are called low wheels, while the wheels that are on the higher friction road side are called high wheels.

Der Kern der Erfindung besteht darin, daß in dem Falle einer µ-Split-Situation die Ansteuerung der Bremseinrichtungen des Low-Rades an der Hinterachse derart geschieht, daß die Erniedrigung der Bremswirkung an dem Low-Rad an der Hinterachse abhängig von der Erniedrigung der Bremswirkung an dem seitengleichen Rad an der Vorderachse getätigt wird. Alternativ hierzu ist vorgesehen, daß an dem Low-Rad an der Hinterachse im wesentlichen keine Bremswirkung eingestellt wird.The essence of the invention is that in the case of a μ-split situation, the control of the braking devices of the low-wheel on the rear axle is done such that the lowering of the braking effect on the low-wheel on the rear axle depending on the lowering of the braking effect is made on the same side wheel on the front axle. Alternatively, it is provided that on the low-wheel on the rear axle substantially no braking effect is set.

Gemäß der ersten Erfindungsvariante wird also die Erniedrigungen der Bremswirkung, im allgemeinen der Bremsdruckabbau, am Low-Vorderrad auf das seitengleiche Low-Hinterrad kopiert. Dadurch wird das Low-Hinterrad auf der Niedrigreibwertseite, das im allgemeinen nicht wesentlich zur Bremsleistung bzw. Fahrzeugverzögerung beiträgt, unterbremst und kann somit als Führungsgröße bzw. als Geschwindigkeits-referenz dienen.According to the first variant of the invention, therefore, the degradations of the braking effect, generally the brake pressure reduction, at the low-front wheel on the same-side low-rear wheel is copied. As a result, the low-rear wheel on the low-friction side, which generally does not contribute significantly to the braking power or vehicle deceleration, is braked and can thus serve as a reference variable or as a speed reference.

Gemäß der zweiten Erfindungsvariante wird an dem LowHinterrad erst gar keine nennenswerte Bremswirkung eingestellt. Auch hierdurch kann das Low-Hinterrad auf der Niedrigreibwertseite zur Stützung der Fahrzeugreferenzgeschwindigkeit dienen. Die zweite Erfindungsvariante hat jedoch gegenüber der ersten Erfindungsvariante den Nachteil, daß bei einer Änderung des Reibwertes auf der Low-Seite das Low-Rad an der Hinterachse gemäß der ersten Erfindungsvariante zur Fahrzeugverzögerung beiträgt, während das Low-Rad an der Hinterachse gemäß der zweiten Erfindungsvariante weiterhin bremswirkungslos bleibt.According to the second variant of the invention, no appreciable braking effect is set at the low rear wheel. This also allows the low-rear wheel on the Niedrigreibwertseite serve to support the vehicle reference speed. However, the second variant of the invention has the disadvantage over the first variant of the invention that, when the coefficient of friction on the low side changes, the low wheel on the rear axle according to the first variant of the invention contributes to the vehicle deceleration, while the low wheel on the low side Rear axle according to the second variant of the invention remains bremswirkungslos remains.

Erfindungsgemäß ist vorgesehen, daß im Falle einer µ-Split-Situation die Ansteuerung der Bremseinrichtungen an den High-Rädern der Vorder-und Hinterachse derart geschieht, daß ein vorgegebener Bremsschlupf eingestellt wird. Bei dieser sogenannten Individualregelung ist insbesondere vorgesehen, daß der Bremsschlupf abhängig von den Drehzahlgrößen gebildet wird und der Bremsschlupf mit einem Schwellenwert verglichen wird. Die Ansteuerung der Bremseinrichtung der High-Räder wird dann abhängig von dem Vergleich getätigt.According to the invention it is provided that in the case of a μ-split situation, the control of the braking devices on the high wheels of the front and rear axles is done such that a predetermined brake slip is set. In this so-called individual control is provided in particular that the brake slip is formed depending on the speed variables and the brake slip is compared with a threshold. The control of the braking device of the high-wheels is then made depending on the comparison.

In einer vorteilhaften Ausgestaltung ist vorgesehen, daß zur Einstellung des Bremsschlupfes wenigstens der Bremsschlupf an den High-Rädern der Vorder- und Hinterachse abhängig von der Drehzahlgröße, die die Drehbewegungen des Low-Rades an der Hinterachse repräsentiert, ermittelt wird. Insbesondere ist dabei vorgesehen, daß die Drehzahlgröße, die die Drehbewegungen des Low-Rades an der Hinterachse repräsentiert, bei der Ermittlung des Bremsschlupfes als Fahrzeuggeschwindigkeit bzw. Fahrzeugreferenzgeschwindigkeit herangezogen wird.In an advantageous embodiment, it is provided that for adjusting the brake slip at least the brake slip at the high wheels of the front and rear axle is determined depending on the speed variable representing the rotational movements of the low wheel on the rear axle. In particular, it is provided that the rotational speed variable, which represents the rotational movements of the low-wheel on the rear axle, is used in the determination of the brake slip as the vehicle speed or vehicle reference speed.

Im allgemeinen wird bei Personenkraftwagen an der Vorderachse eine Individualregelung und an der Hinterachse eine select-Low-Regelung gewählt. Dem gegenüber wird bei Lastwagen in der Regel an der Vorderachse eine select-Low-Regelung und an der Hinterachse eine Individualregelung vorgesehen. Die Individualregelung von Hinter- und Vorderachse führt insbesondere bei leichten Nutzfahrzeugen und bei Bremsungen unter einer µ-Split-Situation zur kürzeren Bremswegen. Da diese Fahrzeuge sich von der Gewichtsverteilung zwischen einem Personen- und Lastkraftwagen einordnen.In general, an individual control is selected for passenger cars on the front axle and a select-low control on the rear axle. On the other hand, trucks usually have a select-low control on the front axle and an individual control on the rear axle. The individual control of the rear and front axles leads to shorter braking distances, especially for light commercial vehicles and during braking under a μ-split situation. Since these vehicles are classified by the weight distribution between a passenger and a truck.

Durch die erfindungsgemäße Bereitstellung einer Führungsgröße nach dem obengenannten Prinzip für die schlupfgeregelte Giermomentenaufbauverzögerung ist es somit möglich, zusätzlich über die gesamte Bremsung hinweg ein stabiles Fahrzeug zu gewährleisten.The inventive provision of a reference variable according to the above principle for the slip-controlled yaw moment build-up delay, it is thus possible to ensure in addition over the entire braking time away a stable vehicle.

Vorteilhaft ist es, daß im Falle einer µ-Split-Situation die Ansteuerung der Bremseinrichtungen des Low-Rades an der Vorderachse derart geschieht, daß ein Blockieren dieses Rades verhindert wird. Hierbei ist, wie schon eingangs erwähnt, insbesondere vorgesehen, daß ein die Dynamik dieses Rades repräsentierender Instabilitätswert wenigstens abhängig von den Drehzahlgrößen gebildet wird. Dieser Instabilitätswert wird mit einem Schwellenwert verglichen, woraufhin die Ansteuerung der Bremseinrichtung dieses Rades abhängig von dem Vergleich getätigt wird.It is advantageous that in the case of a μ-split situation, the control of the brake devices of the low-wheel on the front axle is done in such a way that a blocking of this wheel is prevented. Here, as already mentioned, it is provided in particular that an instability value representing the dynamics of this wheel is formed at least as a function of the rotational speed variables. This instability value is compared with a threshold value, whereupon the control of the braking device of this wheel is made dependent on the comparison.

Die Einstellung der Bremswirkung kann durch eine Einstellung eines hydraulischen Bremsdrucks geschehen. Die Erhöhung und die Erniedrigung der Bremswirkung wird in diesem Falle dadurch erzielt, daß durch entsprechende Ansteuerung von Bremsdruckventilen der Bremsdruck in den Bremseinrichtungen der Räder erhöht bzw. erniedrigt wird. Daneben kann selbstverständlich auch ein Konstanthalten des Bremsdrucks vorgesehen sein. Hierbei ist insbesondere vorgesehen, daß die Ansteuerungen die Zeitdauer eines Bremsdruckaufbaus und eines Bremsdruckabbaus repräsentieren.The adjustment of the braking effect can be done by adjusting a hydraulic brake pressure. The increase and the reduction of the braking effect is achieved in this case that is increased or decreased by appropriate control of brake pressure valves, the brake pressure in the braking devices of the wheels. In addition, of course, a constant holding the brake pressure can be provided. In this case, it is provided in particular that the controls represent the duration of a brake pressure build-up and a brake pressure reduction.

Wird eine µ-Split-Situation erkannt, so geschieht erfindungsgemäß die Ansteuerung der Bremseinrichtungen des Low-Rades an der Hinterachse derart, daß die Zeitdauer des Bremsdruckabbaus an diesem Rad abhängig von der Zeitdauer des Bremsdruckabbaus an dem seitengleichen Vorderrad getätigt wird.If a μ-split situation is detected, then according to the invention, the control of the braking means of the low-wheel on the rear axle such that the time duration of the brake pressure reduction is made on this wheel depending on the duration of the brake pressure reduction on the same side front wheel.

Weitere vorteilhafte Ausgestaltungen sind den Unteransprüchen zu entnehmen.Further advantageous embodiments can be found in the dependent claims.

Zeichnungdrawing

Die Figur 1 zeigt schematisch das Bremssystem des Fahrzeugs. Die Figur 2 stellt den Ablauf des Ausführungsbeispiels der Erfindung dar, während die Figur 3 den zeitlichen Verlauf einzelner Radgeschwindigkeiten bzw. der Fahrzeuggeschwindigkeit offenbart.The FIG. 1 schematically shows the braking system of the vehicle. The FIG. 2 illustrates the process of the embodiment of the invention, while the FIG. 3 reveals the time course of individual wheel speeds or the vehicle speed.

Ausführungsbeispielembodiment

Die Erfindung wird im folgenden anhand eines Ausführungsbeispiels dargestellt. Die Figur 1 zeigt mit dem Bezugszeichen lla bis d vier Räder eines zweiachsigen Fahrzeugs, wobei jedes Rad einen mit dem Bezugszeichen 12a bis d gekennzeichneten Raddrehzahlsensor aufweist. Die Raddrehzahlen Nij werden durch Leitungen 14a bis d der Auswerteeinheit 16 zugeführt. Der Index i bezeichnet dabei die Zugehörigkeit der entsprechenden Größe zur Vorder-(i = v) bzw. zur Hinterachse (i = h). Der Index j repräsentiert die Zugehörigkeit der entsprechenden Größe zur rechten (j = r) bzw. zur linken (j = l) Fahrzeugseite.The invention is illustrated below with reference to an embodiment. The FIG. 1 shows by the reference numeral 11a to d four wheels of a two-axle vehicle, each wheel having a designated by the reference numeral 12a to d wheel speed sensor. The wheel speeds Nij are supplied through lines 14a to d of the evaluation unit 16. The index i designates the membership of the corresponding variable to the front (i = v) or to the rear axle (i = h). The index j represents the membership of the corresponding quantity to the right (j = r) or to the left (j = l) vehicle side.

Jedem Rad 11a bis d sind Radbremsen 13a bis d zugeordnet, deren Bremskraft bzw. Bremswirkung durch die Leitungen 15a bis d von der Auswerteeinheit 16 gesteuert wird. Hierzu dienen die Ansteuersignale Aij. Nicht dargestellt ist in der Figur 1 das vom Fahrer betätigte Bremspedal, durch das der Fahrer einen Verzögerungswunsch bestimmten Ausmaßes vorgibt. Zusammenfassend ist zu bemerken, daß die Figur 1 schematisch ein Bremssystem zeigt, daß an einzelnen Radbremsen die Bremswirkung unabhängig vom Fahrer variieren kann.Each wheel 11a-d is assigned wheel brakes 13a-d whose braking force or braking effect is controlled by the evaluation unit 16 through the lines 15a-d. Serve for this purpose, the drive signals Aij. Not shown in the FIG. 1 the driver-actuated brake pedal, by which the driver specifies a deceleration request of a certain extent. In summary, it should be noted that the FIG. 1 schematically shows a braking system that at individual wheel brakes, the braking effect can vary independently of the driver.

Anhand der Figur 2 wird nun ein beispielshafter Ablauf, wie er in der Auswerteeinheit 16 abläuft, dargestellt.Based on FIG. 2 Now an exemplary sequence, as it runs in the evaluation unit 16, is shown.

Nach dem Startschritt 21 werden im Schritt 22 die Raddrehzahlen Nij sowie die Ansteuersignale Aij eingelesen.After the starting step 21, the wheel speeds Nij and the drive signals Aij are read in step 22.

Im Schritt 23 wird abgefragt, ob die oben beschrieben µ-Split-Fahrsituation vorliegt. Eine µ-Split-Fahrsituation kann beispielsweise dadurch erkannt werden, daß sich nur eines der Fahrzeugräder in einer Instabilitätsregelung befindet. Hierzu ist allerdings zu unterscheiden, ob sich das Fahrzeug in einer Kurvenfahrt befindet oder sich im wesentlichen geradeaus bewegt. Diese Kurvenerkennung kann beispielsweise durch die gefilterte Differenz der Drehzahlen auf der rechten und linken Fahrzeugseite geschehen. Eine µ-Split-Situation während einer Kurvenfahrt kann beispielsweise dadurch erkannt werden, daß das kurvenäußere Rad, das im allgemeinen höher belastet ist, als das kurveninnere Rad, zuerst in eine Instabilitätsregelung gelangt. Gelangt jedoch das kurveninnere Rad zuerst in eine Instabilitätsregelung, so ist aus fahrdynamischen Gründen im allgemeinen kein Eingriff durch eine spezielle µ-Split-Bremsregelung erforderlich. In diesem Fall wird direkt zum Endschritt 25 übergegangen.In step 23 it is queried whether the μ-split driving situation described above exists. A μ-split driving situation can be recognized, for example, by the fact that only one of the vehicle wheels is in an instability control. For this purpose, however, it must be distinguished whether the vehicle is cornering or moves substantially straight ahead. This curve recognition can be done for example by the filtered difference of the speeds on the right and left side of the vehicle. A μ-split situation during cornering can be recognized, for example, by the fact that the wheel on the outside of the curve, which is generally subject to a higher load than the inside wheel, first enters an instability control. If, however, the inside wheel first enters an instability control, then, for driving dynamic reasons, no intervention by a special μ-split brake control is generally required. In this case, proceed directly to the final step 25.

Liegt jedoch eine µ-Split-Situation vor, so werden im Schritt 24 -verschiedene Maßnahmen an den einzelnen Fahrzeugrädern eingeleitet.However, if there is a μ-split situation, various measures are initiated at the individual vehicle wheels in step 24.

An den High-Rädern der Vorder- und Hinterachse wird die eingangs erwähnte Schlupfregelung (λ-Regelung) gewählt. Hierbei wird der Bremsschlupf λ an den High-Rädern beispielsweise auf 1 bis 5 % eingestellt. Das Rad wird dann nicht über das Maximum der µ-Schlupf Kurve geregelt.At the high wheels of the front and rear axle, the aforementioned slip control (λ control) is selected. Here, the brake slip λ is set at the high wheels, for example, to 1 to 5%. The wheel is then not regulated above the maximum of the μ-slip curve.

Der Bremsschlupf an dem Rad ij ist im allgemeinen definiert als λij = Vref - Nij / Vref ,

Figure imgb0001
wobei Vref die Fahrzeugreferenzgeschwindigkeit ist, die die Fahrzeuglängsgeschwindigkeit repräsentiert.The brake slip on the wheel ij is generally defined as λij = Vref - Nij / Vref .
Figure imgb0001
 where Vref is the vehicle reference speed representing the vehicle longitudinal speed.

Am Low-Rad der Vorderachse wird eine Instabilitätsregelung vorgenommen, was bedeutet, daß im wesentlichen aufgrund der Radverzögerung und des Bremsschlupfes eine Blockierneigung auf der Niedrig-µ-Seite verhindert wird. Hier wird das Rad über das Maximum der µ-Schlupf Kurve geregelt.At the low wheel of the front axle, an instability control is made, which means that due to the wheel deceleration and the brake slip, a blocking tendency on the low μ side is prevented. Here, the wheel is controlled by the maximum of the μ-slip curve.

Der Kern der Erfindung besteht darin, daß an dem Low-Rad der Hinterachse zunächst auch eine Instabilitätsregelung vorgenommen wird, die jedoch derart modifiziert wird, daß die Bremsdruckabbauten des Low-Rades an der Vorderachse auch am Low-Rad der Hinterachse durchgeführt werden.The essence of the invention is that at the low wheel of the rear axle initially also an instability control is made, which is modified so that the brake pressure drops of the low-wheel on the front axle and the low wheel of the rear axle are performed.

Als Fahrzeugreferenzgeschwindigkeit Vref, die wesentlich für die Schlupfbestimmung ist, wird während der im Schritt 24 gezeigten Regelung im wesentlichen die Raddrehzahl des Low-Rades an der Hinterachse benutzt.As the vehicle reference speed Vref, which is essential for the slip determination, during the control shown in step 24, substantially the wheel speed of the low wheel on the rear axle is used.

Nach dem Endschritt 25 wird der in der Figur 2 gezeigte Ablauf erneut durchlaufen.After the final step 25 is in the FIG. 2 go through the process shown again.

Die Figur 3 zeigt zunächst den zeitlichen Verlauf 31 der Fahrzeuglängsgeschwindigkeit bzw. der Fahrzeugreferenzgeschwindigkeit. Mit dem Bezugszeichen 32 sind die Raddrehgeschwindigkeiten der High-Räder an der Vorder- und Hinterachse eingezeichnet. Durch den im wesentlichen konstanten Abstand zur Fahrzeugreferenzgeschwindigkeit 31 erkennt man, daß die High-Räder der Vorder- und Hinterachse in einer Schlupfregelung betrieben werden. Wie schon zum Schritt 24 der Figur 2 erwähnt, wird die Bremswirkung an diesen Rädern derart eingestellt, daß ein Bremsschlupf von ca. 1 % bis 5 % vorliegt. Die Schlupfschwelle muß dabei über die Dauer der Bremsung nicht konstant sein.The FIG. 3 shows first the time course 31 of the vehicle longitudinal speed or the vehicle reference speed. The reference numeral 32, the wheel rotational speeds of the high wheels are located on the front and rear axles. Due to the substantially constant distance to the vehicle reference speed 31 it can be seen that the high wheels of the front and rear axles are operated in a slip control. As for step 24 of the FIG. 2 mentioned, the braking effect is set at these wheels so that a brake slip of about 1% to 5% is present. The slip threshold must not be constant over the duration of the braking.

Mit dem Bezugszeichen 33 ist die Raddrehgeschwindigkeit des Low-Rades an der Vorderachse gezeigt. Man erkennt, daß dieses Low-Rad an der Vorderachse bis an die Instabilitätsgrenze herangeführt wird und durch einen Abbau der Bremswirkung die Raddrehgeschwindigkeit des Low-Rades an der Vorderachse wieder bis zur Fahrzeugreferenzgeschwindigkeit herangeführt wird. Die Erfindung besteht nun darin, daß die Bremswirkungsabbauten am Low-Rad der Vorderachse ebenfalls bremswirkungsabbauend an dem Low-Rad der Hinterachse wirkt. Somit wird das Low-Rad an der Hinterachse derart unterbremst, daß die Drehgeschwindigkeit des Low-Rades an der Hinterachse als Fahrzeugreferenzgeschwindigkeit herangezogen werden kann, was die Schlupfregelung an den High-Rädern der Vorder- und Hinterachse vorteilhaft beeinflußt.The reference numeral 33 shows the wheel rotational speed of the low wheel on the front axle. It can be seen that this low-wheel on the front axle is brought up to the instability limit and by reducing the braking effect, the wheel speed of the low-wheel on the front axle is again brought up to the vehicle reference speed. The invention consists in the fact that the Bremswirkungsabbauten also acts on the low-wheel of the rear axle on the low-wheel of the front axle also bremswirkungsabbauend. Thus, the low-wheel is braked on the rear axle so that the rotational speed of the low-wheel can be used at the rear axle as the vehicle reference speed, which advantageously affects the slip control on the high-wheels of the front and rear axles.

Claims (8)

  1. Method for adjusting the braking effect at the wheels of a motor vehicle having at least one rear axle and one front axle and in each case two wheels (11a - d) which are arranged on the right and the left with respect to the direction of travel and to each of which a brake device (13a - d) for applying a braking effect at the wheel is assigned, wherein
    - rotation speed variables (Nij) which represent the rotational movement of the wheels are detected,
    - actuation signals (Aij) for actuating the brake devices (13a - d) at least in the sense of increasing and/or decreasing the braking effect are determined as a function of the detected rotational speed variables (Nij),
    and
    - a predefinable situation (µsplit) is detected, at least as a function of the detected rotational speed variables (Nij), if different coefficients of friction are present at the right-hand and left-hand wheels in a specific way,
    characterized in that if the predefinable situation (µsplit) is detected,
    - the actuation (Aij) of the brake devices (13a - d) of the wheel (low wheel) at the rear axle at which the relatively low coefficient of friction is present occurs in such a way that
    ○ the decreasing of the braking effect at this wheel (low wheel) at the rear axle is carried out as a function of the decreasing of the braking effect at the wheel on the same side on the front axle, or
    ○ no braking effect is set at this wheel (low wheel) at the rear axle, and
    - the actuation (Aij) of the brake devices (13a - d) of the wheels (high wheels) at the front axle and rear axle at which the relatively large coefficient of friction is present occurs in such a way that a predefined brake slip is set, wherein there is in particular provision that the brake slip is formed as a function of the rotational speed variables, and the brake slip is compared with a threshold value, and the actuation of the brake devices of these wheels (high wheels) is carried out as a function of the comparison.
  2. Method according to Claim 1, characterized in that, in order to set the brake slip at least the brake slip at these wheels (high wheels) of the front axle and rear axle is determined as a function of the rotational speed variable which represents the rotational movements of the wheel (low wheel) at the rear axle with the relatively low coefficient of friction, wherein there is in particular provision that the rotational speed variable which represents the rotational movements of the wheel (low wheel) at the rear axle with the relatively low coefficient of friction is used in the determination of the brake slip as the vehicle speed or vehicle reference speed.
  3. Method according to Claim 1, characterized in that if the predefinable situation (µsplit) is detected, the actuation (Aij) of the brake devices (13a - d) of the wheel (low wheel) at the font axle occurs with the relatively low coefficient of friction in such a way that locking of this wheel is prevented, wherein there is in particular provision that an instability value which represents the dynamics of this wheel is formed at least as a function of the rotational speed variables and this instability value is compared with a threshold value, and the actuation of the brake device of this wheel is carried out as a function of the comparison.
  4. Method according to Claim 1, characterized in that the braking effect is set by setting a hydraulic braking pressure, and the increasing and decreasing of the braking effect is achieved by virtue of the fact that the brake pressure in the brake devices (13a - d) of the wheels is increased and decreased by corresponding actuations (Aij) of pressure valves, wherein in particular there is provision that the actuations (Aij) represent the time period of an increase in the braking pressure or a decrease in the braking pressure, and when the predefinable situation (µsplit) is detected the brake devices (13a - d) of the wheel (low wheel) at the rear axle are actuated with the relatively low coefficient of friction in such a way that the time period of the decrease in brake pressure at this wheel is implemented as a function of the time period of the decrease in brake pressure at the wheel on the same side on the front axle.
  5. Device for adjusting the braking effect at the wheels of a motor vehicle having at least one rear axle and one front axle and in each case two wheels (11a - d) which are arranged on the right and the left with respect to the direction of travel and to each of which a brake device (13a - d) for applying a braking effect at the wheel is assigned, wherein
    - rotational speed sensors (12a-d) are provided, by mean of which the rotational speed variables (Nij) which represent the rotational movement of the wheels are detected,
    - means (16) are provided, by means of which the actuation signals (Aij) for actuating the brake devices (13a - d) at least in the sense of increasing and decreasing the braking effect are determined at least as a function of the detected rotational speed variables (Nij),
    and
    - a predefinable situation (µsplit) is detected by the means (16), at least as a function of the detected rotational speed variables (Nij), if different coefficients of friction are present at the right-hand and left-hand wheels in a specific way,
    characterized in that the means (16) are designed in such a way, that if the predefinable situation (µsplit) is detected,
    - the actuation (Aij) of the brake devices (13a - d) of the wheel (low wheel) at the rear axle at which the relatively low coefficient of friction is present occurs in such a way that
    ° the decreasing of the braking effect at this wheel (low wheel) at the rear axle is carried out as a function of the decreasing of the braking effect at the wheel on the same side on the front axle, or
    ° no braking effect is set at this wheel (low wheel) at the rear axle, and
    - the actuation (Aij) of the brake devices (13a - d) of the wheels (high wheels) at the front axle and rear axle at which the relatively large coefficient of friction is present occurs in such a way that a predefined brake slip is set, wherein there is in particular provision that the brake slip is formed as a function of the rotational speed variables, and the brake slip is compared with a threshold value, and the actuation of the brake devices of these wheels (high wheels) is carried out as a function of the comparison.
  6. Device according to Claim 5, characterized in that, in order to set the brake slip at least the brake slip at these wheels (high wheels) of the front axle and rear axle is determined as a function of the rotational speed variable which represents the rotational movements of the wheel (low wheel) at the rear axle with the relatively low coefficient of friction, wherein there is in particular provision that the rotational speed variable which represents the rotational movements of the wheel (low wheel) at the rear axle with the relatively low coefficient of friction is used in the determination of the brake slip as the vehicle speed or vehicle reference speed.
  7. Device according to Claim 5, characterized in that if the predefinable situation (µsplit) is detected, the actuation (Aij) of the brake devices (13a - d) of the wheel (low wheel) at the front axle occurs with the relatively low coefficient of friction in such a way that locking of this wheel is prevented, wherein there is in particular provision that an instability value which represents the dynamics of this wheel is formed at least as a function of the rotational speed variables and this instability value is compared with a threshold value, and the actuation of the brake device of this wheel is carried out as a function of the comparison.
  8. Device according to Claim 5, characterized in that the braking effect is set by setting a hydraulic braking pressure, and the increasing and decreasing of the braking effect is achieved by virtue of the fact that the brake pressure in the brake devices (13a - d) of the wheels is increased and decreased by corresponding actuations (Aij) of pressure valves, wherein in particular there is provision that the actuations (Aij) represent the time period of an increase in the braking pressure or a decrease in the braking pressure, and when the predefinable situation (µsplit) is detected the brake devices (13a - d) of the wheel (low wheel) at the rear axle are actuated with the relatively low coefficient of friction in such a way that the time period of the decrease in brake pressure at this wheel is implemented as a function of the time period of the decrease in brake pressure at the wheel on the same side on the front axle.
EP00117765A 1999-11-17 2000-08-18 Process and device for adjusting the braking effect in a vehicle Expired - Lifetime EP1101675B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19955243 1999-11-17
DE19955243A DE19955243A1 (en) 1999-11-17 1999-11-17 Method and device for adjusting the braking effect in a motor vehicle

Publications (3)

Publication Number Publication Date
EP1101675A2 EP1101675A2 (en) 2001-05-23
EP1101675A3 EP1101675A3 (en) 2002-09-11
EP1101675B1 true EP1101675B1 (en) 2010-07-07

Family

ID=7929312

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00117765A Expired - Lifetime EP1101675B1 (en) 1999-11-17 2000-08-18 Process and device for adjusting the braking effect in a vehicle

Country Status (4)

Country Link
US (1) US6375280B1 (en)
EP (1) EP1101675B1 (en)
JP (1) JP4954364B2 (en)
DE (2) DE19955243A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040201272A1 (en) * 2003-04-08 2004-10-14 Delphi Technologies Inc. ABS yaw control with yaw rate sensor
WO2011124197A1 (en) * 2010-04-08 2011-10-13 Schaeffler Technologies Gmbh & Co. Kg Method for controlling an automated clutch
JP5447447B2 (en) 2011-07-14 2014-03-19 トヨタ自動車株式会社 Braking force control device for vehicle
JP5644752B2 (en) * 2011-12-22 2014-12-24 トヨタ自動車株式会社 Braking force control device
DE102014215306A1 (en) * 2014-08-04 2016-02-04 Robert Bosch Gmbh Method and device for operating a vehicle

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6141657A (en) * 1984-07-31 1986-02-28 Nippon Ee B S Kk Hydraulic pressure controller for antiskid device
JPH07108657B2 (en) * 1987-05-16 1995-11-22 日本エ−ビ−エス株式会社 Hydraulic control device for anti-skid device
DE4225983C2 (en) * 1992-08-06 2002-03-14 Bosch Gmbh Robert Method for braking vehicle wheels
DE4410937C1 (en) * 1994-03-29 1995-08-10 Knorr Bremse Systeme Optimisation of stability of vehicle with ABS braking system
GB2307526A (en) * 1995-11-27 1997-05-28 Lucas Ind Plc A braking system for a vehicle
JPH09193775A (en) * 1996-01-17 1997-07-29 Unisia Jecs Corp Antiskid brake control device for four-wheel drive vehicle
DE19707106B4 (en) * 1996-03-30 2008-12-04 Robert Bosch Gmbh System for controlling brake systems
JPH10315949A (en) * 1997-05-16 1998-12-02 Toyota Motor Corp Braking controller for vehicle
JP3072643B2 (en) * 1997-05-16 2000-07-31 トヨタ自動車株式会社 Vehicle braking control device

Also Published As

Publication number Publication date
DE50015954D1 (en) 2010-08-19
JP4954364B2 (en) 2012-06-13
EP1101675A2 (en) 2001-05-23
DE19955243A1 (en) 2001-05-23
JP2001163210A (en) 2001-06-19
US6375280B1 (en) 2002-04-23
EP1101675A3 (en) 2002-09-11

Similar Documents

Publication Publication Date Title
EP1047585B1 (en) Method and device for stabilising a motor vehicle in order to prevent it from rolling over
EP1334017B1 (en) Method for regulating the driving stability of a vehicle
DE3933653B4 (en) A wheel slip
EP1016572B1 (en) Device and procedure for stabilising a vehicle coupling consisting of a tractor and a trailer
DE19703688B4 (en) Method and device for controlling a brake system
DE4419131B4 (en) Motor vehicle, preferably passenger car
EP1521695A1 (en) Method for increasing the stability of a motor vehicle
EP3642086B1 (en) Method for determining the overall utility vehicle deceleration values which can be achieved by actuating wheel brakes, brake system for carrying out the method, and utility vehicle comprising same
DE19545001B4 (en) Method for yaw moment attenuation in an anti-lock braking system
DE102008032544A1 (en) Brake system controlling method for vehicle, involves controlling brake force distribution between wheel brakes of axles based on temperature values, slip values and characteristic of brake friction coefficient of wheel brakes
EP1131235B1 (en) Method and device for stabilising a vehicle equipped with a slip-controlled brake system
DE10301096A1 (en) Method for driving dynamics control for a vehicle train
DE19707106A1 (en) Motor vehicle brake control system
WO2012016617A1 (en) Technique for operating a brake system in a μ-split situation
WO2005014350A1 (en) Device for longitudinally guiding a motor vehicle by intervening in the brake system
EP1101675B1 (en) Process and device for adjusting the braking effect in a vehicle
EP1156952B1 (en) Device and method for controlling the wheel slip after swerving has been detected
DE102008027093B4 (en) Technology for operating a brake system in a μ-split situation
DE19944333B4 (en) Device for controlling a yawing moment
DE19542295B4 (en) Braking system for a vehicle
DE102020213413A1 (en) Yaw Rate Control Activation
EP1023211B1 (en) Method and device for improving the stability of a vehicle and controlling braking pressure
DE102006038512A1 (en) Device for shortening the braking distance of a vehicle
DE10207378A1 (en) Improving vehicle braking characteristics involves maintaining or reducing maximum permissible braking pressure difference between wheels on axle if unstable behavior detected
DE19544090C2 (en) Process for controlling the brake pressure during adhesion-critical braking processes

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

17P Request for examination filed

Effective date: 20030311

AKX Designation fees paid

Designated state(s): DE ES FR GB

17Q First examination report despatched

Effective date: 20070503

RIN1 Information on inventor provided before grant (corrected)

Inventor name: SONNTAG, EBERHARD

Inventor name: POGGENBURG, RUEDIGER

Inventor name: DIEHLE, STEFAN

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

RIC1 Information provided on ipc code assigned before grant

Ipc: B60T 8/1764 20060101AFI20100317BHEP

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES FR GB

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 50015954

Country of ref document: DE

Date of ref document: 20100819

Kind code of ref document: P

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20110408

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20101007

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20101018

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 50015954

Country of ref document: DE

Effective date: 20110408

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101007

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20130820

Year of fee payment: 14

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20150430

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140901

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20191021

Year of fee payment: 20

REG Reference to a national code

Ref country code: DE

Ref legal event code: R071

Ref document number: 50015954

Country of ref document: DE